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The Smart PWM

Eight years ago, we started selling a high quality CCPWM. At the time we educated our public on the need for the CCPWM over the manual PWMs that were prevalent at the time. Other shops even sold their non-constant current PWMs as being constant current because people just didn't know what a constant current PWM was. They didn't know that a constant current PWM will make adjustments automatically so that the output amperage and HHO product remain constant. Or they thought that by watching an amp gauge and making constant adjustments by hand of the PWM's knob, that the PWM was constant current. This is not just the public, mind you, but HHO shop owners as well.

Now daya, people take for granted that the constant current PWM is the correct power source for an HHO system. Only by having a system that automatically stays adjusted can the gains be consistent, and also the driver can just drive his car without having to constantly fiddle with his HHO system. We have arrived in the modern era.

Or have we?

A Quantum Leap in PWM Technology

Lets take a closer look at the CCPWM. Is it really the optimum solution? Lets look at some of the possible shortcomings of the CCPWM:

The first problem with a constant current PWM (CCPWM), is that you don't always need the same number of amps. For instance, the amount of HHO you need is based most of all on the engine RPM. If you have high engine RPMs, you need more HHO to maintain the correct HHO to air ratio going into the engine. Likewise at low RPMs, or at idle, you need much less HHO. Yet the CCPWM puts out a constant supply of HHO for all engine speeds. Wouldn't it be smarter if the PWM could adjust to the speed of the engine to maintain the same HHO to air ratio?

The next problem with a CCPWM is that the engine demand for fuel is often different, even at the same RPMs. For instance, you can have high RPMs, but low demand, such as when you are going down a hill. Why waste the energy to make HHO when you are not actually using your engine. Or likewise, when you are under heavy load but relatively low RPMs, such as when going uphill or pulling a load. Wouldn't it be smarter to adjust the HHO production based on the engine's load?

Finally, the driver is asking for different amounts of power. This shows up at the throttle position sensor. Wouldn't it be a smarter PWM if it could sense when the driver needed more power and make adjustments for the driver's demand?

Hindsight is 20-20. But in retrospect, it is quite clear that using the same HHO production for all engine conditions is just not the optimum solution. We need a smarter PWM.

A New Breed of PWM is Born

Enter our new Smart PWM. The Smart PWM is designed to vary it's production to meet the constantly changing requirements of the engine. It will make adjustments to the HHO production based on engine RPMs, engine load, and driver demand. With the Smart PWM, you don't set a current that will be held the same under all conditions. Instead you set the current you want for your normal cruising speed and conditions. Then you set the PWM to make adjustments to that baseline production based on the above 3 factors. For the first time, the engine will truly be getting the correct amount of HHO for all engine conditions.

The smart PWM is to a CCPWM what a CCPWM is to a manual PWM. While this new PWM is loaded with bells and whistles, what makes it a quantum leap in PWM design is its ability to adjust it's production to the varying conditions of the engine. This is it's super power. This is what makes it the new standard for PWM design in the twenty-first century.

But lets face it. We also love bells and whistles too, don't we? And this product is packed with them. Here are some of it's features:

Inputs for Tach, MAP and Throttle Position. These inputs can individually be turned on or off. Also, each sensor input can be given it's own setting for the amount it will change the PWM's output amperage. For instance, I usually set my tach input to near 100%. This means that if the tach doubles, then the PWM's output doubles. If it drops to 1/3 (which it does when it idles), then the output drops to 1/3. But for my MAP sensor, I usually set it for 25%. In this case, if the load doubles, the increase in HHO will only increase 25%. The point is, each sensor input is fully configurable.

A Float Switch for sensing the level of the electrolyte in the reservoir.

Output for a valve or pump to do automatic refill of the reservoir based on the float switch.

Separate power and trigger inputs. The power wire can be connected to any switched power circuit in the vehicle, 12, 24 or 32 volts. This way it will be able to be programmed without having the engine running. No HHO output will occur without the trigger wire also being activated. The trigger will be able to sense from approximately 2 - 32 volts. It can also be configured to reverse logic. For instance for an oil pressure light circuit that is only powered when the engine isn't running, but is un-powered when the engine is running.

Temperature controlled cooling fan. This will greatly increase fan life, as it will only run when needed. If the PWM's circuit board rises above 125 degrees Fahrenheit, then it comes on.

A pressure sensor input and an output for a re-circulation pump for the system to pump the electrolyte. The pump output is also a PWM, so that it can adjust as needed to maintain a set pressure, or a fixed duty percentage selectable in the software menu.

A 12 volt output that is intended for driving EFIEs or MAPe devices. This was designed primarily for vehicles with 24 or 32 volt systems, so you can power your EFIE at 12 volts. It is fused to 500 mA.

A courtesy output of the system's voltage (12, 24 or 32 volts). This is also a pwm output, so it can have any duty cycle required, or just switched on (100% duty cycle).

2 spare inputs for future functions not thought of yet, such as a hydrogen gas detector, emergency shut-off.

You can adjust the PWM's output based on your 0-5 volt signal. The Smart PWM will make all of it's normal calculations to arrive at a particular amperage. You can then further modify that amperage with your own 0-5 volt signal. For instance, lets say the PWM has calculated that it needs to produce 10 amps. If you supply 3 volts on this port, the PWM will instead put out 6 amps. That's 10 amps time 3/5.

This system was designed so it will communicate with 3 different terminals. First will be our current LCD displays. 2nd is a new display, planned for the future, perhaps with a graphical touch screen. And 3rd is a small annunciator that we will be releasing very soon that can be used in commercial situations. This box will be about 1/2 the size of a pack of cigarettes and will have LEDs that show the status of the system and a button for turning it on and off. This is for drivers that are untrained on the HHO system, where an LCD controller would just confuse them.

The Smart PWM has a frequency range of 2 Hz to 15 Khz to within 6 places of precision. For example, it can be set to exactly 2.34535 Hz, 483.355 Hz, or 1235.34 Hz. Frankly, this is just showing off. But some tube cell designs have been shown to produce more HHO at certain frequencies.